US7448369B2 - Method for controlling a fuel injector - Google Patents

Method for controlling a fuel injector Download PDF

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Publication number
US7448369B2
US7448369B2 US11/549,015 US54901506A US7448369B2 US 7448369 B2 US7448369 B2 US 7448369B2 US 54901506 A US54901506 A US 54901506A US 7448369 B2 US7448369 B2 US 7448369B2
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Prior art keywords
airflow rate
airflow
control method
fuel injection
regime
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Expired - Fee Related
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US11/549,015
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US20080087250A1 (en
Inventor
James S. Robinson
Todd R. Luken
Jared C. Vanderhoof
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Honda Motor Co Ltd
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Honda Motor Co Ltd
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Priority to US11/549,015 priority Critical patent/US7448369B2/en
Assigned to HONDA MOTOR CO., LTD. reassignment HONDA MOTOR CO., LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: LUKEN, TODD R., ROBINSON, JAMES S., VANDERHOOF, JARED C.
Priority to JP2007266294A priority patent/JP2008111431A/ja
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Priority to JP2013179131A priority patent/JP2013234680A/ja
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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02MSUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/005Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel characterised by control of air admission to the engine according to the fuel injected
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/02Circuit arrangements for generating control signals
    • F02D41/18Circuit arrangements for generating control signals by measuring intake air flow
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D41/00Electrical control of supply of combustible mixture or its constituents
    • F02D41/24Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/266Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor the computer being backed-up or assisted by another circuit, e.g. analogue
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02DCONTROLLING COMBUSTION ENGINES
    • F02D2200/00Input parameters for engine control
    • F02D2200/02Input parameters for engine control the parameters being related to the engine
    • F02D2200/04Engine intake system parameters
    • F02D2200/0406Intake manifold pressure

Definitions

  • the present invention relates to motor vehicles and in particular to a method for controlling a fuel injector.
  • Yaegashi et al. U.S. Pat. No. 4,155,332
  • Yaegashi discloses a system for controlling a fuel injection based on information sent to a fuel control circuit via wires from an air flow meter, a pressure detector and an engine speed sensor.
  • an air intake value is measured using an air flow meter, and then compared with a pre-determined air intake quantity. If the air intake value is below the pre-determined value, the fuel injection quantity is calculated on the basis of the output signal from the air flow meter. If the air intake value is above the pre-determined value, the fuel injection quantity is calculated on the basis of the signal from a pressure detector and the engine speed sensor. A thermo sensor and an oxygen sensor are also are also connected to the fuel control circuit.
  • the operating logic of the system proceeds as follows: the intake air quantity is stored as datum W. Following this, the engine revolution count is stored as datum N. If W is greater than a pre-determined intake value Wa, then the injection quantity is calculated as W/N. Otherwise, the intake manifold pressure is stored as datum P and the calculation for the injection quantity is made based on P (manifold pressure).
  • Yaegashi teaches an electronic fuel injection system that is responsive to an air flow quantity, the engine speed and the intake manifold pressure
  • Yaegashi fails to teach a fuel injection system that switches between a control method based on information from an air flow meter and a speed density control method.
  • Yaegashi also fails to teach a fuel injection system capable of switching between more than two airflow control regimes.
  • Inoue et al. U.S. Pat. No. 4,413,602 discloses a fuel injection control apparatus for an internal combustion engine.
  • the fuel injection control apparatus of Inoue uses a first basic fuel injection signal for light load and a second fuel injection signal for heavy load.
  • the fuel injection control apparatus includes multiple sensors: a throttle valve position sensor, a manifold pressure sensor and an engine pulse sensor.
  • the engine load condition (light and heavy) is decided based on signals received at a selector by the throttle valve position sensor. Specifically, if the throttle valve angle is below a preset level, the engine load is defined as light. If the throttle valve angle is above a preset level, the engine load is defined as heavy.
  • the basic fuel injection signal is determined based on the manifold pressure received by the manifold pressure sensor.
  • the basic fuel injection signal is determined based on the revolution number and the throttle valve angle as received from the engine pulse sensor and the throttle valve position sensor, respectively. Inoue also teaches a design in which the engine load condition is determined by the manifold pressure.
  • Sawamoto U.S. Pat. No. 4,450,8164 teaches an air-fuel ratio control apparatus. Specifically, Sawamoto's design is directed at an internal combustion engine with a turbocharger. The air-fuel ratio control apparatus selects between two methods for calculating a fuel injection quantity based an intake vacuum pressure parameter.
  • the controller controls the amount of fuel injected according to input received by an air flow meter and ignition coils (which sense engine speed). If the intake vacuum pressure as measured by the pressure sensor is higher than a pre-determined value, the fuel quantity is then calculated from the engine speed only.
  • Sawamoto does teach an air-fuel ratio control apparatus with two distinct methods for calculating a fuel injection quantity
  • Sawamoto fails to teach an apparatus that incorporates a temperature sensor within the intake manifold for facilitating the calculation of the fuel quantity.
  • Sawamoto fails to teach more than two regimes of air flow where different methods of calculating a fuel injection quantity may be applied.
  • Sawamoto fails to teach an apparatus in which the transition criteria is based on multiple factors (such as throttle valve angle and engine speed in addition to intake manifold pressure).
  • a method for controlling a fuel injector is disclosed. Generally, these methods can be used in connection with an engine of a motor vehicle.
  • the invention can be used in connection with a motor vehicle.
  • motor vehicle as used throughout the specification and claims refers to any moving vehicle that is capable of carrying one or more human occupants and is powered by any form of energy.
  • motor vehicle includes, but is not limited to cars, trucks, vans, minivans, SUV's, motorcycles, scooters, boats, personal watercraft, and aircraft.
  • the motor vehicle includes one or more engines.
  • engine refers to any device or machine that is capable of converting energy.
  • potential energy is converted to kinetic energy.
  • energy conversion can include a situation where the chemical potential energy of a fuel or fuel cell is converted into rotational kinetic energy or where electrical potential energy is converted into rotational kinetic energy.
  • Engines can also include provisions for converting kinetic energy into potential energy, for example, some engines include regenerative braking systems where kinetic energy from a drivetrain is converted into potential energy.
  • Engines can also include devices that convert solar or nuclear energy into another form of energy.
  • Some examples of engines include, but are not limited to: internal combustion engines, electric motors, solar energy converters, turbines, nuclear power plants, and hybrid systems that combine two or more different types of energy conversion processes.
  • the invention provides a fuel injection system associated with an engine, comprising: a fuel injector; an electronic control unit in communication with an airflow meter and in communication with a sensor associated with an intake manifold of the engine; the electronic control unit also receiving information related to an airflow rate of the engine; the electronic control unit using the sensor associated with the intake manifold in a low airflow rate regime; and where the electronic control unit uses the airflow meter in a high air flow regime.
  • the senor associated with the intake manifold is a pressure sensor.
  • the pressure sensor is a manifold absolute pressure sensor.
  • a temperature sensor is associated with the intake manifold.
  • an engine speed sensor is in communication with the electronic control unit.
  • a throttle valve sensor is in communication with the electronic control unit.
  • the invention provides a method of controlling a fuel injection system, comprising the steps of: receiving information from a set of sensors; determining an airflow rate based on information received from at least one sensor; sending a first control signal to the fuel injector when the airflow rate is within a first airflow rate regime and sending a second control signal to the fuel injector when the airflow rate is within a second airflow rate regime; the first airflow rate regime being lower than the second airflow rate regime; and where the first control signal is associated with a speed density control method and the second control signal is associated with an airflow meter control method.
  • the set of sensors includes a pressure sensor associated with the speed density control method.
  • the set of sensors includes an ambient pressure sensor associated with the speed density control method.
  • the set of sensors includes a temperature sensor associated with the speed density control method.
  • the set of sensors includes an air flow meter associated with the airflow meter control method.
  • the airflow meter control method may be optimized for various airflow rates.
  • the airflow meter control method may be optimized for high airflow rates.
  • the invention provides a method of selecting an injection control method, comprising the steps of: dividing a range of possible airflow rates into a first airflow rate regime, a second airflow rate regime and a third airflow rate regime, the second airflow rate regime being disposed between the first airflow rate regime and the third airflow rate regime; associating a first fuel injection control method with the first airflow rate regime and the third airflow rate regime; associating a second fuel injection control method with the second airflow rate regime; determining an airflow rate based on information received by a set of sensors; sending a first control signal associated with the first fuel injection control method to the fuel injector when the airflow rate is within the first airflow rate regime or the third airflow rate regime; and sending a second control signal associated with the second fuel injection control method to the fuel injection when the airflow rate is within the second airflow rate regime.
  • the first airflow rate regime is a low airflow rate regime.
  • the third airflow rate regime is a high airflow rate regime.
  • the first fuel injection control method is a speed density control method.
  • the second fuel injection control method is an airflow meter control method.
  • the set of sensors includes a pressure sensor, a temperature sensor and an ambient pressure sensor associated with the speed density control method.
  • the set of sensors includes an airflow meter associated with the airflow meter control method.
  • the airflow meter control method may be optimized for high airflow rates.
  • the set of sensors includes an airflow meter.
  • FIG. 1 is a schematic view of a preferred embodiment of a fuel injection system
  • FIG. 2 is a schematic representation of a preferred embodiment of two airflow rate regimes
  • FIG. 3 is a schematic view of a preferred embodiment of an RPM meter
  • FIG. 4 is a preferred embodiment of a flow chart of the process of selecting a fuel injection control method
  • FIG. 5 is a schematic representation of a preferred embodiment of three airflow rate regimes.
  • FIG. 6 is a preferred embodiment of a flow chart of the process of selecting a fuel injection control method.
  • FIG. 1 is a schematic view of a preferred embodiment of fuel injection system 100 .
  • fuel injection system 100 may include engine 102 .
  • engine 102 is shown in FIG. 1 as a portion of an engine.
  • engine 102 may be any kind of engine, including, but not limited to a piston engine, a four stroke engine, a two stroke engine, a turbocharged engine, a gasoline engine, a diesel engine, a rotary engine, as well as other kinds of engines.
  • engine 102 may be a hybrid engine. Additionally, engine 102 may comprise multiple engines.
  • fuel injection system 100 may include provisions for introducing air to engine 102 .
  • engine 102 may associated with intake manifold 106 .
  • intake manifold 106 may be disposed adjacent to compression chamber 108 of engine 102 .
  • intake manifold 106 may be disposed adjacent to intake valve 110 .
  • fuel injection system 100 may include provisions for determining properties of the air disposed within intake manifold 106 and introduced to engine 102 .
  • intake manifold 106 may include various sensors.
  • intake manifold 106 may include provisions for determining the pressure within intake manifold 106 .
  • intake manifold 106 preferably includes provisions for determining the temperature associated with intake manifold 106 .
  • intake manifold 106 includes pressure sensor 112 .
  • pressure sensor 112 may be disposed within intake manifold 106 .
  • pressure sensor 112 may be any device that measures the pressure within intake manifold 106 .
  • pressure sensor 112 may be a manifold absolute pressure sensor (MAP-sensor).
  • intake manifold 106 may include provisions for determining the temperature of air disposed within intake manifold 106 .
  • intake manifold 106 may include temperature sensor 114 .
  • temperature sensor 114 is disposed within intake manifold 106 .
  • temperature sensor 114 may be disposed across from pressure sensor 112 within intake manifold 106 .
  • fuel injection system 100 includes provisions for injecting fuel into engine 102 .
  • engine 102 may be associated with injector 116 .
  • injector 116 may be associated with intake manifold 106 .
  • injector 116 may be disposed within intake manifold 106 .
  • injector 116 may be disposed adjacent to intake valve 110 .
  • fuel injection system 100 may include provisions for controlling the amount of airflow into intake manifold 106 .
  • fuel injection system 100 preferably includes throttle body 118 .
  • throttle body 118 may be disposed adjacent to intake manifold 106 .
  • throttle body 118 is preferably adjacent to air intake duct 122 .
  • throttle body 118 preferably includes throttle valve 120 .
  • Throttle valve 120 preferably opens and closes in a manner that changes the airflow rate into intake manifold 106 .
  • throttle body 118 includes throttle valve sensor 121 .
  • throttle valve sensor 121 may be configured to measure the angle of throttle valve 120 as measured from an initial position.
  • fuel injection system 100 may include air entry port 124 .
  • the term air entry port refers to any mechanism for allowing air to enter fuel injection system 100 adjacent to air intake duct 122 .
  • air entry port 124 preferably includes airflow meter 126 .
  • airflow meter 126 may be a mass airflow sensor.
  • fuel injection system 100 may include provisions for measuring the engine speed.
  • fuel injection system 100 may include engine speed sensor 125 .
  • engine speed sensor 125 may be associated with engine 102 .
  • Engine speed sensor 125 may be disposed along a portion of engine 102 not shown in this schematic illustration.
  • fuel injection system 100 may include provisions for measuring an ambient pressure outside of engine 102 and intake manifold 106 .
  • fuel injection system 100 may include ambient pressure sensor 127 .
  • ambient pressure sensor 127 may be disposed away from engine 102 or intake manifold 106 and in a position suitable to measure the ambient pressure.
  • fuel injection system 100 may include provisions for controlling injector 116 .
  • fuel injection system 100 may include electronic control unit 130 (referred to from here on as ECU 130 ).
  • ECU 130 may be a computer of some type configured to control injector 100 .
  • ECU 130 may be associated with fuel injector 116 , pressure sensor 112 , temperature sensor 114 , throttle valve sensor 121 , engine speed sensor 125 , airflow meter 126 and ambient pressure sensor 127 .
  • ECU 130 may be in communication with fuel injector 116 , pressure sensor 112 , temperature sensor 114 , throttle valve sensor 121 and airflow meter 126 .
  • ECU 130 may communicate with various devices by using electrical connections. Specifically, ECU 130 may be connected to fuel injector 116 by first connection 132 . In a similar manner, ECU 130 may be connected to pressure sensor 112 by second connection 134 . In a similar manner, ECU 130 may be connected to temperature sensor 114 by third connection 136 .
  • ECU 130 may be connected to throttle valve sensor 121 by fourth connection 138 .
  • ECU 130 may be connected to airflow meter 126 by fifth connection 140 .
  • ECU 130 may be connected to engine speed sensor 125 by sixth connection 142 .
  • ECU 130 may be connected to ambient pressure sensor 127 by seventh connection 144 .
  • the various connections could be electrical, optical or wireless.
  • one embodiment of fuel injection system 100 and engine 102 operates by the following preferred steps. First, air is received at air intake port 124 . Preferably, the mass of the air entering at air intake port 124 is measured by airflow meter 126 . This information is relayed to ECU 130 by means of fifth electrical connection 140 .
  • air intake duct 122 is shown in FIG. 1 as being short, however, air intake duct 122 may have any desired length. From air intake duct 122 , air preferably passes through throttle body 118 by way of throttle valve 120 . At this stage, the angle of throttle valve 120 may be determined by throttle valve sensor 121 and relayed to ECU 130 by way of fourth electrical connection 138 .
  • throttle valve 120 controls the amount of air that enters intake manifold 106 .
  • the larger the angle of throttle valve 120 the larger the quantity of air that is permitted to enter intake manifold 106 from air duct 122 .
  • the pressure and temperature are determined by pressure sensor 112 and temperature sensor 114 , respectively. These measured values are preferably relayed to ECU 130 through connections 134 and 136 .
  • the air disposed within intake manifold 106 may flow through port 180 into compression chamber 108 as intake valve 110 opens.
  • injector 116 may inject a quantity of fuel as the air flows past port 180 and into compression chamber 108 .
  • the amount of fuel injected using injector 116 may be controlled by ECU 130 .
  • ECU 130 calculates an injection amount based on inputs received by pressure sensor 112 , temperature sensor 114 , throttle valve sensor 121 and airflow meter 126 .
  • fuel injection system 100 may include provisions for optimizing fuel injection for low airflow rate conditions and high airflow rate conditions.
  • fuel injection system 100 includes more than one method for determining the injection amount dispensed by injector 116 .
  • fuel injection system 100 may include a first control method and a second control method. Each control method may be used to determine an appropriate fuel injection amount.
  • the first control method may be a speed density control method.
  • the speed density control method uses information gathered by pressure sensor 112 , temperature sensor 114 and ambient pressure sensor 127 .
  • the second control method may preferably be an airflow meter (AFM) control method, where the primary sensor used is airflow meter 126 .
  • ECU 130 may calculate a fuel injection quantity based on algorithms using the input parameters from the sensors associated with each control method.
  • AFM airflow meter
  • FIG. 2 is a schematic diagram 200 of an airflow rate range with two airflow rate regimes.
  • Low airflow rate regime 202 may be associated with the speed density control method. This configuration may be useful as the speed density method is preferable at speeds close to idling.
  • high airflow rate regime 206 may be associated with the airflow meter control method. Using this configuration, the AFM control method may be optimized for higher speeds. This configuration may be preferable over configurations using only a single fuel injection control method for both high and low airflow rates.
  • transition airflow rate T 1 represents the airflow value where the two regimes 202 and 206 meet.
  • the airflow rate may be related to the speed of the engine in terms of revolutions per minute (RPM).
  • FIG. 3 is a schematic representation of tachometer 300 .
  • the speed density control method may be associated with a low RPM range, shown as first regime 302 .
  • the airflow meter control method may be associated with a high RPM range, shown as second regime 304 .
  • Transition RPM value T 2 represents the RPM value where the two regimes 302 and 304 meet.
  • indicator 308 is associated with the current engine speed.
  • indicator 308 is disposed within second regime 304 . Therefore, the second control method, the airflow meter control method, is used to determine the injection quantity.
  • the system preferably uses the first control method, or speed density control method, during low airflow conditions. These lower airflow conditions generally correspond with lower RPM ranges. In the embodiment shown in FIG. 3 , the low RPM range, or first regime 302 , is below about 3000 RPM.
  • a fuel injection system may include provisions for distinguishing between two airflow rate regimes based on multiple criteria.
  • the transitional airflow rate may be determined by a theoretical estimate that is predetermined by the ECU.
  • the transitional airflow rate may be determined by a predetermined threshold associated with an airflow meter.
  • the transitional airflow rate may be identified as the value where the airflow meter control method becomes accurate.
  • airflow rate regimes are distinguished based on information measured by an engine speed sensor, an intake manifold pressure sensor and a throttle valve sensor. These parameters are generally speed density control parameters.
  • FIG. 4 is a preferred embodiment of process 400 performed by ECU 130 for selecting between two fuel injection control methods.
  • information is received from various sensors.
  • information is received from pressure sensor 112 , temperature sensor 114 , throttle valve sensor 121 , engine speed sensor 125 , airflow meter 126 and ambient pressure sensor 127 (see FIG. 1 ).
  • ECU 130 preferably determines various engine parameters as measured by various sensors.
  • throttle angle TH is determined by information received from throttle valve sensor 121 .
  • engine speed NE is determined by information received from engine speed sensor 125 .
  • intake manifold pressure PBA is determined by information received by manifold pressure sensor 112 .
  • the current airflow rate is compared with a predetermined transition airflow rate.
  • this transition airflow rate may be transition airflow rate T 1 .
  • T 1 is a fixed value that may be preset within ECU 130 by the manufacturer.
  • the current airflow rate airflow may be determined by considering various sensory information received by ECU 130 during step 404 .
  • the current airflow rate may be determined by considering throttle angle TH, engine speed NE, and intake manifold pressure PBA.
  • the current airflow rate may be a function of throttle angle TH, engine speed NE and intake manifold pressure PBA.
  • other sensory information may be used to determine the current airflow rate.
  • step 406 the quantity of fuel to be injected using injector 116 is determined based on sensory information received from airflow meter 126 .
  • ECU 130 sends a first control signal to fuel injector 116 to execute injection of quantity Q 1 during step 408 .
  • this process is repeated as new sensory information is received by ECU 130 during step 402 .
  • step 410 the quantity of fuel to be injected using injector 116 is determined based on sensory information received from manifold pressure sensor 112 , temperature sensor 114 and ambient pressure sensor 125 .
  • ECU 130 sends a control signal to fuel injector 116 to execute injection of quantity Q 2 during step 412 .
  • this process is repeated as new sensory information is received by ECU 130 during step 402 .
  • a fuel injection system may include provisions for selecting between two control methods over multiple airflow rate regimes. In other words, in some embodiments, there may be more than two airflow rate regimes. Also, in some embodiments, there may be up to five airflow rate regimes.
  • FIG. 5 is a schematic diagram of airflow rate scale 500 with three distinct airflow rate regimes.
  • airflow scale 500 preferably includes first airflow rate regime 501 , second airflow rate regime 502 and third airflow rate regime 503 .
  • first airflow rate regime 501 and second airflow rate regime 502 may be divided by transition airflow rate T 3 .
  • second airflow rate regime 502 and third airflow rate regime 503 are preferably separated by transition airflow rate T 4 .
  • each airflow rate regime may be associated with one of two possible fuel injection control methods: control method A and control method B.
  • First airflow rate regime 501 may be associated with control method A
  • second airflow rate regime 502 may be associated with control method B
  • third airflow rate regime 503 may be associated with control method A.
  • control method A uses input from different sensors than control method B in order to calculate a fuel injection quantity.
  • control method A is used to calculate a fuel injection quantity based on speed density control.
  • speed density control determines a fuel injection quantity on the basis of information received from a manifold pressure sensor, an ambient pressure sensor, and a temperature sensor.
  • Control method B is preferably used to calculate a fuel injection quantity based on information received from an airflow meter. In other embodiments, however, control method A and control method B may use other fuel injection control methods besides speed density control or AFM.
  • FIG. 6 is a preferred embodiment of process 600 used to determine a suitable fuel injection quantity.
  • process 600 may be representative of the process used by ECU 130 to determine the fuel injection control method to be used.
  • ECU 100 receives input from a preconfigured set of sensors.
  • fuel injection system 100 includes the same configuration of sensors seen in FIG. 1 .
  • ECU 130 preferably receives information from manifold pressure sensor 112 , temperature sensor 114 , throttle valve sensor 121 , engine speed sensor 125 , airflow meter 126 and ambient pressure sensor 127 .
  • a current airflow rate is calculated.
  • the current airflow rate may be determined by a number of different parameters.
  • the parameters used to determine the current airflow rate may include the intake manifold pressure PBA, the throttle valve angle TH and the engine speed NE.
  • the current airflow rate is compared with transition airflow rate T 3 , during step 604 .
  • ECU 130 proceeds to step 606 .
  • the current airflow rate has been determined to be within first regime 501 .
  • ECU 130 preferably determines a fuel injection quantity based on fuel control method A.
  • Control method A may be any type of fuel injection control method.
  • control method A may be a speed density control method.
  • the fuel injection quantity will be determined based on information received from manifold pressure sensor 112 , ambient pressure sensor 127 and engine speed sensor 125 .
  • ECU 130 preferably proceeds to step 608 .
  • the current airflow rate is compared to transition airflow rate T 3 and transition airflow rate T 4 .
  • ECU 130 preferably proceeds from step 608 to step 610 .
  • the current airflow rate is determined to be within second airflow rate regime 502 .
  • ECU 130 preferably determines the fuel injection quantity based on control method B.
  • control method B may be any fuel injection control method.
  • control method B may be associated with an airflow meter.
  • control method B may be a method for calculating the fuel injection quantity on the basis of information received from airflow meter 126 .
  • step 608 If, during step 608 , the current airflow rate is determined to be greater than transition airflow rate T 4 , ECU 130 proceeds to step 609 . During step 609 , the current airflow rate is determined to be greater than transition airflow rate T 4 . At this point, ECU 130 proceeds to step 606 . The details of step 606 have been previously discussed. In this case, the current airflow rate has been determined to be within third airflow rate regime 503 . Third airflow rate regime 503 is also preferably associated with control method A.
  • ECU 130 preferably sends a control signal to fuel injector 116 . Following this step, the whole process may be repeated again. The amount of time it takes for ECU 130 to perform steps 602 , 604 , 606 , 608 and 610 may vary.
  • an airflow rate scale may include more than three airflow rate regimes.
  • an airflow rate scale may include any number of airflow rate regimes.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
US11/549,015 2006-10-12 2006-10-12 Method for controlling a fuel injector Expired - Fee Related US7448369B2 (en)

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US11/549,015 US7448369B2 (en) 2006-10-12 2006-10-12 Method for controlling a fuel injector
JP2007266294A JP2008111431A (ja) 2006-10-12 2007-10-12 燃料噴射システム、燃料噴射システムの制御方法および噴射制御方法を選択する方法
JP2013179131A JP2013234680A (ja) 2006-10-12 2013-08-30 燃料噴射システム、燃料噴射システムの制御方法および噴射制御方法を選択する方法

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US20130166180A1 (en) * 2010-12-27 2013-06-27 Nissan Motor Co., Ltd. Control device for internal combustion engine
US8511154B2 (en) 2011-05-17 2013-08-20 GM Global Technology Operations LLC Method and apparatus to determine a cylinder air charge for an internal combustion engine
US8532910B2 (en) 2011-05-17 2013-09-10 GM Global Technology Operations LLC Method and apparatus to determine a cylinder air charge for an internal combustion engine

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CN105179094A (zh) * 2015-09-30 2015-12-23 成都奥利斯机电有限公司 一种发动机的电喷装置
JP6327263B2 (ja) * 2016-02-24 2018-05-23 トヨタ自動車株式会社 内燃機関の制御装置
JP6960370B2 (ja) * 2018-04-19 2021-11-05 日立Astemo株式会社 内燃機関の燃料噴射制御装置
JP7268533B2 (ja) * 2019-08-23 2023-05-08 トヨタ自動車株式会社 エンジン制御装置

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